British Airways - 2
As far as I remember it each city ( well certainly ORD) certainly also had a dedicated "terminator". There's probably a couple of reasons for the additional LHR-ORD-IAH flight...
1. The load on the route (i.e. number of passengers ) was not enough to economically run all flights as separate flights to each destination and
2. It uses one London slot to serve two US cities.
As you imply this is no longer the case and AFAIK each city gets dedicated services.
1. The load on the route (i.e. number of passengers ) was not enough to economically run all flights as separate flights to each destination and
2. It uses one London slot to serve two US cities.
As you imply this is no longer the case and AFAIK each city gets dedicated services.
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The press announcement copied into my last post (5th July)was given prominence in the Sunday Times today.
Is BA imploding? Can the company survive another summer like the last one? It seems to me that it's already slid a long way down the slope to oblivion, and might well be pushed to the bottom by the Management and the T&G, seemingly working together to achieve that.
What's the view from inside?
Is BA imploding? Can the company survive another summer like the last one? It seems to me that it's already slid a long way down the slope to oblivion, and might well be pushed to the bottom by the Management and the T&G, seemingly working together to achieve that.
What's the view from inside?
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Iah-ord-lhr
The reason for the IAH flight to LHR via ORD was simple, Bermuda II prohibits BA flying from IAH to LHR. Direct flights from IAH to London have to go to LGW.
Routing via ORD allowed a flight from IAH to connect to other BA "oil" flights at LHR to places such as DME, LOS, ABZ etc.
It will all change at the end of March 08, when open skies permits direct flights from IAH to LHR.
Currock Base
Routing via ORD allowed a flight from IAH to connect to other BA "oil" flights at LHR to places such as DME, LOS, ABZ etc.
It will all change at the end of March 08, when open skies permits direct flights from IAH to LHR.
Currock Base
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Is BA imploding? Can the company survive another summer like the last one?
One or two contracts have been lost, but for the bulk of the big businesses using BA, they don't have much of a choice.
BA, like most airlines, gave up caring about anyone in the back years ago. This is far from a criticism, its just an economic reality of the time.
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but BA will have to change as the public is fast running out of patience
Load factors are down, no doubt due to many of the problems that have hit over the last few months.
But at the same time, premium cabin load factors are up. BA are making more money.
As I said before, BA have no interest whatsoever in looking after non status, economy class passengers. They are fast becoming an irrelevance. Hence the investment in programmes that retain the high spending premium passengers: Great lounges, one of the best business class products, and great customer service to those in the upper echelons of the frequent flyer programme (Gold Guest List and Premiers).
Clearly they are putting some effort into reducing the negative PR they are getting, but there is not going to be systemic change to combat the problems. It just isn't a good use of resources.
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There is no specific reason why they have or haven't ordered these. They haven't ordered ANY aircraft for years (with the exception of option conversions).
We should know in the next few months what the outcome of the fleet renewal programme is, and it may well include 773ERs.
We should know in the next few months what the outcome of the fleet renewal programme is, and it may well include 773ERs.
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Lgw-dub
Aer Lingus are to re-enter the Dublin-Gatwick route from October with a 4 times daily service. With Ryanair already offering a 6 times daily service will this mean the end for BA on the route.
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it could be that BA wanted to do something else with their slots. WW has been squeezing shorthaul at LGW pretty hard so he may welcome the opportunity to hand it over to EI as a codeshare.
it could be that BA wanted to do something else with their slots. WW has been squeezing shorthaul at LGW pretty hard so he may welcome the opportunity to hand it over to EI as a codeshare.
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I take it you mean EZY squeezing at LGW as WW no longer operate in to LGW since they withdrew the MME service
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Boeing and British Airways Finalize Contract for 24 787 Dreamliners
Boeing and British Airways Finalize Contract for 24 787 Dreamliners
SEATTLE, Dec. 27, 2007
Boeing [NYSE: BA] and London-based British Airways have finalized an order for eight Boeing 787-8s and 16 787-9s, raising the total number of 787s ordered worldwide from 766 to 790 and taking the 787 order book past the 787th mark. The order is valued at $4.4 billion at list prices. British Airways also placed options for 18 787s and purchase rights for an additional 10.
Willie Walsh, British Airways' chief executive, said, "The 787 is a fantastic aircraft and will be a welcome addition to our fleet. It will provide major environmental improvements in terms of global emissions, local air quality and noise.
"With lower operating costs and the range to fly to all our destinations, it will give us more flexibility when planning our route network and we are confident that our customers will enjoy flying on the aircraft," Walsh said.
British Airways first announced its selection of the 787 Dreamliner as a key element of its long-haul fleet renewal last September. The carrier also announced in September that it will power its 787s with the Rolls-Royce Trent 1000.
"This order is a vote of confidence from one of the world's leading global network carriers in the 787's unprecedented performance," said Marlin Dailey, vice president of Sales for Europe, Russia and Central Asia, Boeing Commercial Airplanes. "No other airplane in its category offers British Airways the superior efficiency, economics and passenger comfort while also fitting so easily into its medium- and long-haul twin-aisle fleet."
"Reaching the 787th order is significant for the program, and it's great that we get to celebrate it with British Airways. Their leadership in the industry validates our momentum in the marketplace," said Patrick Shanahan, vice president and general manager, 787 Program.
The 787 will help British Airways meet aggressive environmental performance targets. It will reduce CO2 emissions and has a noise footprint that is more than 60 percent smaller than those of today's similarly sized airplanes.
Common elements between the 787 and British Airways' 777 flight deck will allow for 777 pilots to train for 787 certification in only five days.
The 787 also offers more cargo-revenue capacity than the 767 and similarly sized airplanes.
With 790 orders in three years, the 787 remains the most successful airplane launch in aviation history.
Boeing developed the 787 for the mid-sized jetliner market, estimated at 3,500 aircraft over the next 20 years. The 787 will be more than 50 percent advanced carbon composites which allow the largest windows in the industry, higher cabin humidity and a lower cabin altitude that reduces the fatigue often experienced by passengers.
High-efficiency engines combined with a lighter airframe and improved aerodynamics mean the 787 will produce seat-mile costs normally associated with much larger aircraft.
Boeing [NYSE: BA] and London-based British Airways have finalized an order for eight Boeing 787-8s and 16 787-9s, raising the total number of 787s ordered worldwide from 766 to 790 and taking the 787 order book past the 787th mark. The order is valued at $4.4 billion at list prices. British Airways also placed options for 18 787s and purchase rights for an additional 10.
Willie Walsh, British Airways' chief executive, said, "The 787 is a fantastic aircraft and will be a welcome addition to our fleet. It will provide major environmental improvements in terms of global emissions, local air quality and noise.
"With lower operating costs and the range to fly to all our destinations, it will give us more flexibility when planning our route network and we are confident that our customers will enjoy flying on the aircraft," Walsh said.
British Airways first announced its selection of the 787 Dreamliner as a key element of its long-haul fleet renewal last September. The carrier also announced in September that it will power its 787s with the Rolls-Royce Trent 1000.
"This order is a vote of confidence from one of the world's leading global network carriers in the 787's unprecedented performance," said Marlin Dailey, vice president of Sales for Europe, Russia and Central Asia, Boeing Commercial Airplanes. "No other airplane in its category offers British Airways the superior efficiency, economics and passenger comfort while also fitting so easily into its medium- and long-haul twin-aisle fleet."
"Reaching the 787th order is significant for the program, and it's great that we get to celebrate it with British Airways. Their leadership in the industry validates our momentum in the marketplace," said Patrick Shanahan, vice president and general manager, 787 Program.
The 787 will help British Airways meet aggressive environmental performance targets. It will reduce CO2 emissions and has a noise footprint that is more than 60 percent smaller than those of today's similarly sized airplanes.
Common elements between the 787 and British Airways' 777 flight deck will allow for 777 pilots to train for 787 certification in only five days.
The 787 also offers more cargo-revenue capacity than the 767 and similarly sized airplanes.
With 790 orders in three years, the 787 remains the most successful airplane launch in aviation history.
Boeing developed the 787 for the mid-sized jetliner market, estimated at 3,500 aircraft over the next 20 years. The 787 will be more than 50 percent advanced carbon composites which allow the largest windows in the industry, higher cabin humidity and a lower cabin altitude that reduces the fatigue often experienced by passengers.
High-efficiency engines combined with a lighter airframe and improved aerodynamics mean the 787 will produce seat-mile costs normally associated with much larger aircraft.
790 is a nice order book, but we're into the last few hours of 2007 & the 787 was supposed to be earning revenue by now. Airbus got crucified fror the delays on the 380 & ended up with a load of cancellations which they are just starting to claw back. In no way shape or form do I wish any such thing to happen to Boeing, but I do wonder how long the Seattle magic will keep the accountants at bay before they start to threaten the order book.
As was mentioned on at least one other thread, earlier today, professionals who know their job and how it relates to the overall business, and more importantly, can do it "hands on" when everything else falls around their ears, are no longer in charge, and everything is driven by the numbers on the current bottom line, regardless of whether its a good idea for the business to do the one thing or the other, if it puts a bigger number on the balance sheet now, you can bet that that's what'll happen.
Sorry for being pessimistic & all that, but I think that if there were more low-cycle 757/767 & similar hulls on the second hand market, we'd already be seeing a few orders being reduced or maybe delayed at the very least.
It was also interesting to note on the Boeing website in the 787 press releases a comment about conversion for 777 crew expected to take less than five days, similar to the type rating on 757 qualifies you for a 767 & vice versa. Although I am looking at this as a comment to the investors and glossing over the fine detail of the actual process, if it's even been finalised for the 787 as yet. (I also can't believe it's as simple as that for the 757/767 either.)
As was mentioned on at least one other thread, earlier today, professionals who know their job and how it relates to the overall business, and more importantly, can do it "hands on" when everything else falls around their ears, are no longer in charge, and everything is driven by the numbers on the current bottom line, regardless of whether its a good idea for the business to do the one thing or the other, if it puts a bigger number on the balance sheet now, you can bet that that's what'll happen.
Sorry for being pessimistic & all that, but I think that if there were more low-cycle 757/767 & similar hulls on the second hand market, we'd already be seeing a few orders being reduced or maybe delayed at the very least.
It was also interesting to note on the Boeing website in the 787 press releases a comment about conversion for 777 crew expected to take less than five days, similar to the type rating on 757 qualifies you for a 767 & vice versa. Although I am looking at this as a comment to the investors and glossing over the fine detail of the actual process, if it's even been finalised for the 787 as yet. (I also can't believe it's as simple as that for the 757/767 either.)
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Boeing offers 5 day transition course from the 777 to the 787. I don't see how BA can introduce a new type and then interfer with their pilots' aspirational bids onto it by only providing a 5 day course for existing 777 pilots!!!
But when will ba actually receive the 7-late-7?
First flight isn't currently expected until spring 2008 - and they still plan first deliveries for late Nov/Dec 2008...
At the moment, that is.
First flight isn't currently expected until spring 2008 - and they still plan first deliveries for late Nov/Dec 2008...
At the moment, that is.
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But when will ba actually receive the 7-late-7?